Lng tank ship and operation thereof

ABSTRACT

Disclosed is a liquefied natural gas storage apparatus. The apparatus includes a heat insulated tank and liquefied natural gas contained in the tank. The tank has heat insulation sufficient to maintain liquefied natural gas therein such that most of the liquefied natural gas stays in liquid. The contained liquefied natural gas has a vapor pressure from about 0.3 bar to about 2 bar. The apparatus further includes a safety valve configured to release a part of liquefied natural gas contained in the tank when a vapor pressure of liquefied natural gas within the tank becomes higher than a cut off pressure. The cut off pressure is from about 0.3 bar to about 2 bar.

CROSS-REFERENCE TO RELATED PATENT APPLICATIONS

This application claims priority to and the benefit of Korean PatentApplication Nos. 10-2007-0014405 filed Feb. 12, 2007 and 10-2007-0042103filed Apr. 30, 2007, the disclosures of which are incorporated herein byreference in their entirety. This application is related to andincorporates herein by reference the entire contents of the followingconcurrently filed applications:

Filing Application Title Atty. Docket No. Date No. LNG TANK ANDAIP19.001AUS2 UNLOADING OF LNG FROM THE TANK LNG TANK AND AIP19.001AUS3OPERATION OF THE SAME

BACKGROUND

1. Field

The present disclosure relates to a liquefied natural gas tank.

2. Discussion of the Related Technology

Generally, natural Gas (NG) is turned into a liquid (also calledliquefied natural gas or LNG) in a liquefaction plant, transported overa long distance by an LNG carrier, and re-gasified by passing a floatingstorage and re-gasification unit (FSRU) or an unloading terminal on landto be supplied to consumers.

In case LNG is transported by an LNG re-gasification vessel (LNG-RV),LNG is re-gasified in the LNG-RV itself, not passing a FSRU or anunloading terminal on land, and then supplied directly to consumers.

As liquefaction of natural gas occurs at a cryogenic temperature ofapproximately −163° C. at ambient pressure, LNG is likely to bevaporized even when the temperature of the LNG is slightly higher than−163° C. at ambient pressure. Although an LNG carrier has a thermallyinsulated LNG storage tank, as heat is continually transferred from theoutside to the LNG in the LNG storage tank, the LNG is continuallyvaporized and boil-off gas is generated in the LNG storage tank duringthe transportation of LNG. If boil-off gas is generated in an LNGstorage tank as described above, the pressure of the LNG storage tank isincreased and becomes dangerous.

Generally, to maintain a constant pressure within the LNG storage tankfor an LNG carrier, the boil-off gas generated in the LNG storage tankis consumed as a fuel for propulsion of the LNG carrier. That is to say,LNG carriers for transporting LNG basically maintain the temperature ofthe LNG in the LNG storage tank at approximately −163° C. at ambientpressure by discharging the boil-off gas to the outside of the tank.

For example, a steam turbine propulsion system driven by the steamgenerated in a boiler by burning the boil-off gas generated in an LNGstorage tank has a problem of low propulsion efficiency. Also, a dualfuel diesel electric propulsion system, which uses the boil-off gasgenerated in an LNG storage tank as a fuel for a diesel engine aftercompressing the boil-off gas, has higher propulsion efficiency than thesteam turbine propulsion system. But it has difficulty in maintenancedue to complicated integration of a medium-speed diesel engine and anelectric propulsion unit in the system. In addition, this system employsa gas compression method which requires higher installation andoperational costs than a liquid compression method. Further, such methodusing boil-off gas as a fuel for propulsion fails to achieve theefficiency similar to or higher than that of a two-stroke slow-speeddiesel engine, which is used in ordinary ships.

There is also a method of re-liquefying the boil-off gas generated in anLNG storage tank and returning the re-liquefied boil-off gas to the LNGstorage tank. However, this method of re-liquefying the boil-off gas hasa problem of installing a complicated boil-off gas re-liquefaction plantin the LNG carrier.

Furthermore, when the amount of boil-off gas generated in an LNG storagetank exceeds the capacity of a propulsion system or a boil-off gasre-liquefaction plant, the excessive boil-off gas needs to be burnt by agas combustion unit or gas burner. Consequently, such method has aproblem of needing an auxiliary unit such as a gas combustion unit fortreating excessive boil-off gas.

For example, as illustrated in FIG. 4, in a case of an exemplary LNGcarrier which basically maintains an almost constant pressure in an LNGstorage tank, the LNG storage tank is somewhat hot for the first time(for 3 to 5 days after LNG is loaded therein). Consequently, asindicated by the solid line at the upper part of the diagram, aconsiderably large amount of excessive boil-off gas, compared with theamount of natural boil-off gas (NBOG), is generated during thetransportation of LNG, and this excessive boil-off gas exceeds theamount of fuel consumed by a boiler or duel fuel diesel electricpropulsion system. Accordingly, the amount of boil-off gas correspondingto the area indicated by oblique lines which shows a difference from thedotted line at a lower part of the diagram illustrating the amount ofboil-off gas used in a boiler or engine may need to be burnt by a gascombustion unit (GCU). In addition, when an LNG carrier passes a canal(e.g. between 5 and 6 days in FIG. 4), as boil-off gas cannot notconsumed in a boiler or engine (when the LNG carrier is waiting to entera canal), or a small mount of boil-off gas is consumed (when the LNGcarrier is passing a canal), the excessive boil-off gas which has notbeen consumed for propulsion of an engine needs be burnt. Further, evenwhen the LNG carrier with LNG loaded therein is waiting to enter port orentering port, none or a small amount of boil-off gas is consumed, andconsequently the excessive boil-off gas needs be burnt.

In a case of an LNG carrier having a capacity of 150,000 m³, boil-offgas burnt as described above amounts to 1500 to 2000 tons per year,which cost about 700,000 USD, and the burning of boil-off gas raises aproblem of environmental pollution.

Korean Patent Laid-Open Publication Nos. KR 10-2001-0014021, KR10-2001-0014033, KR 10-2001-0083920, KR 10-2001-0082235, and KR10-2004-0015294 disclose techniques of suppressing the generation ofboil-off gas in an LNG storage tank by maintaining the pressure of theboil-off gas in the LNG storage tank at a high pressure of approximately200 bar (gauge pressure) without installing a thermal insulation wall inthe LNG storage tank, unlike the low-pressure tank as described above.However, this LNG storage tank have a significantly high thickness tostore boil-off gas having a high pressure of approximately 200 bar, andconsequently it has problems of increasing manufacturing costs andrequiring additional components such as a high-pressure compressor, tomaintain the pressure of boil-off gas at approximately 200 bar. There isalso a technique of a pressure tank, which is different from theabove-mentioned technique. As highly volatile liquid is stored in asuper high-pressure tank, for example, at a pressure higher that 200 barand at the room temperature, this super high-pressure tank does not havea problem of treating boil-off gas, but has other problems that the tankshould be small, and that the manufacturing costs are increased.

As stated above, an LNG storage tank for an LNG carrier, which maintainsthe pressure of cryogenic liquid constant near ambient pressure duringthe transportation of the LNG and allows generation of boil-off gas, hasa problem of consuming a large amount of boil-off gas or installing anadditional re-liquefaction apparatus. In addition, a method oftransporting LNG using a tank, such as a high pressure tank, whichwithstands a high pressure at a high temperature, unlike a tank whichtransports said cryogenic liquid at a low atmospheric pressure, does notneed to treat boil-off gas, but has a limitation on the size of the tankand requires high manufacturing costs.

The discussion in this section is to provide general backgroundinformation and does not constitute an admission of prior art.

SUMMARY

One aspect of the invention provides an LNG tank ship, comprising: atleast one heat insulated tank configured to contain LNG in both liquidand gaseous phases therein, wherein the at least one tank has a volume;a primary engine of the ship for generating power to move the ship,wherein the engine is designed to use a fuel other than LNG such thatthe engine does not use LNG to reduce vapor pressure of the LNG withinthe tank; and at least one liquefier configured to convert at least aportion of gaseous phase LNG to liquid phase LNG, wherein the at leastone liquefier has a processing capacity, which is the maximum amount ofgaseous phase LNG to be processed by the at least one liquefier for onehour, wherein a ratio of the processing capacity to the volume issmaller than about 0.015 kg/m³.

In the foregoing ship, the ratio may be smaller than about 0.01 kg/m³.The ratio may be smaller than about 0.005 kg/m³. The ratio may besmaller than about 0.002 kg/m³. The volume may be greater than about100,000 m³. The processing capacity may be smaller than about 3000kg/hour. The ship may not comprise a conduit for in fluid communicationbetween the at least one tank and the engine. The ship may comprise afirst conduit and a second conduit, wherein the first conduit isconfigured to flow the portion of the gaseous phase LNG from the atleast one tank to the at least one liquefier, wherein the second conduitis configured to flow liquid phase LNG from the at least one liquefierto the at least one tank. The ship may further comprise LNG contained inthe tank, wherein a substantial portion of the LNG is in liquid, andwherein the LNG within the tank has a vapor pressure from about 0.3 barto about 2 bar. The vapor pressure may be from about 0.5 bar to 1 bar.

Another aspect of the invention provides an LNG tank ship, comprising:at least one heat insulated tank configured to contain LNG in bothliquid and gaseous phases therein; a primary engine of the ship forgenerating power to move the ship, wherein the engine is designed to usea fuel other than LNG such that the engine does not use LNG to reducevapor pressure of the LNG within the tank; and at least one liquefierconfigured to convert at least a portion of gaseous phase LNG to liquidphase LNG, the at least one liquefier has a processing capacity, whichis the maximum amount of gaseous phase LNG to be processed by the atleast one liquefier for one hour, wherein the processing capacity issmaller than about 3000 kg/hour.

In the foregoing ship, the processing capacity may be smaller than about1000 kg/hour. The ship may not comprise a conduit for in fluidcommunication between the at least one tank and the engine. The ship mayfurther comprise a first conduit and a second conduit, wherein the firstconduit is configured to flow the portion of the gaseous phase LNG fromthe at least one tank to the at least one liquefier, wherein the secondconduit is configured to flow liquid phase LNG from the at least oneliquefier to the at least one tank.

Still another aspect of the invention provides a liquefier-free LNG tankship, comprising: at least one heat insulated tank configured to containLNG in both liquid and gaseous phases therein; a primary engine of theship for generating power to move the ship, wherein the engine isdesigned to use a fuel other than LNG such that the engine does not useLNG to reduce vapor pressure of the LNG within the tank; and wherein theship does not comprise a liquefier that is configured to convert atleast a portion of gaseous phase LNG to liquid phase LNG.

In the foregoing ship, the ship may not comprise a conduit for in fluidcommunication between the at least one tank and the engine. The ship mayfurther comprise LNG contained in the tank, wherein a substantialportion of the LNG is in liquid, and wherein the LNG within the tank mayhave a vapor pressure from about 0.3 bar to about 2 bar. The vaporpressure may be from about 0.5 bar to 1 bar. The ship may furthercomprise a flowing device configured to flow a portion of the LNG fromone location within the tank to another location within the tank. Theflowing device may comprise a conduit which is located inside the tank.

Yet another aspect of the invention provides a method of receiving LNGfrom an LNG tank containing LNG, the method comprising: providing areceiving tank; connecting between the receiving tank and an LNG tankcontaining LNG such that a fluid communication between the receivingtank and the LNG tank is established; and receiving at least part of theLNG into the receiving tank from the LNG tank, in which the LNG has avapor pressure from about 0.3 bar to about 2 bar.

In the foregoing method, the vapor pressure within the LNG tank may befrom about 0.4 bar to about 1.5 bar. The vapor pressure within the LNGtank may be from about 0.5 bar to about 1 bar. The vapor pressure withinthe LNG tank may be from about 0.65 bar to about 0.75 bar. The vaporpressure within the LNG tank may be greater than that within thereceiving tank. The LNG tank may be integrated with a ship, and whereinthe receiving tank is located on a shore. The LNG tank may be integratedwith a ship, and wherein the receiving tank is located inlandsubstantially away from a shore. The method may further comprises:providing an additional receiving tank; connecting between theadditional receiving tank and the LNG tank such that a fluidcommunication between the additional receiving tank and the LNG tank isestablished; and receiving at least part of the LNG into the additionalreceiving tank from the LNG tank, wherein receiving into the additionalreceiving tank is simultaneously performed with receiving into thereceiving tank for at least some time.

A further aspect of the invention provides a method of unloading LNGfrom an LNG tank containing LNG to a receiving tank, the methodcomprising: providing an LNG tank comprising LNG, which has a vaporpressure from about 0.3 bar to about 2 bar; connecting between the LNGtank and a receiving tank such that a fluid communication between thereceiving tank and the LNG tank is established; and unloading at leastpart of the LNG from the LNG tank to the receiving tank.

In the foregoing method, the vapor pressure within the LNG tank may befrom about 0.4 bar to about 1.5 bar. The vapor pressure within the LNGtank may be from about 0.5 bar to about 1 bar. The vapor pressure withinthe LNG tank may be from about 0.65 bar to about 0.75 bar. The vaporpressure within the LNG tank may be greater than that within thereceiving tank. The LNG tank may be integrated with a ship, and whereinthe receiving tank is located on a shore. The LNG tank may be integratedwith a ship, and wherein the receiving tank is located inlandsubstantially away from a shore. The method may further comprises:providing an additional receiving tank; connecting between theadditional receiving tank and the LNG tank such that a fluidcommunication between the additional receiving tank and the LNG tank isestablished; and receiving at least part of the LNG into the additionalreceiving tank from the LNG tank, wherein receiving into the additionalreceiving tank is simultaneously performed with receiving into thereceiving tank for at least some time.

A still further aspect of the invention provides an apparatus forcontaining LNG, the apparatus comprising: a heat insulated tank; and LNGcontained in the tank; wherein a substantial portion of the LNG is inliquid, and wherein the LNG within the tank has a vapor pressure fromabout 0.3 bar to about 2 bar.

In the foregoing apparatus, the tank may comprise heat insulationsufficient to maintain a substantial portion of the liquefied natural inliquid for an extended period. The vapor pressure may be from about 0.4bar to about 1.5 bar. The vapor pressure may be from about 0.5 bar toabout 1 bar. The vapor pressure may be from about 0.65 bar to about 0.75bar. The LNG within the tank may have a temperature from about −159° C.to about −146° C. The tank may have a volume greater than about 100,000m³. The apparatus may further comprise a flowing device configured toflow a portion of the LNG from one location within the tank to anotherlocation within the tank. The flowing device may comprise a conduitwhich is located inside the tank. The flowing device may comprise aconduit, at least part of which is located outside the tank. The tankmay comprises an interior wall defining an interior space configured tocontain LNG; an exterior wall substantially surrounding the interiorwall; and the heat insulation interposed between the interior wall andthe exterior wall. The apparatus may further comprise a safety valveconfigured to release part of LNG from the tank when a vapor pressurewithin the tank reaches a cut off pressure of the safety valve.

A ship may comprise the foregoing apparatus, wherein the tank may beintegrated with a body of the ship. A vehicle may comprise the foregoingapparatus, wherein the tank is integrated with a body of the vehicle.The vehicle may be selected from the group consisting of a train, a carand a trailer.

A yet further aspect of the invention provides a method of operating aLNG storage apparatus, the method comprising: pro viding the foregoingLNG storage apparatus; monitoring the amount of the LNG within the tank;and changing the cut off pressure from a first value to a second valuewhen the amount of the LNG within the tank is decreased, wherein thesecond value is greater than the first value, wherein the second valueis from about 0.3 bar to about 2 bar. The second value may be from about0.5 bar to about 1 bar.

A still another further aspect of the invention provides a method ofoperating a LNG storage apparatus, the method comprising: providing theforegoing LNG storage apparatus; and monitoring a vapor pressure of theLNG in the tank wherein the vapor pressure is from about 0.3 bar to 2bar. The method may further comprise comparing the vapor pressure to areference pressure so as to determine whether to initiate a safetymeasure, wherein the reference pressure is from about 0.3 bar to about 2bar. The reference pressure may be from about 0.5 bar to about 1 bar.

One aspect of the present invention provides a somewhat high-pressure(near ambient pressure) tank for transporting LNG in a cryogenic liquidstate. Another aspect of the present invention provides an LNG storagetank having a large capacity which can be manufactured withoutincreasing manufacturing costs and which can reduce the waste ofboil-off gas, and to provide a method for transporting LNG, or a methodfor treating boil-off gas, using said LNG storage tank.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view illustrating the concept of absorption ofheat ingress into an LNG storage tank for an LNG carrier according to anembodiment of the present invention.

FIG. 2 is a schematic diagram illustrating an LNG storage tank for anLNG carrier according to an embodiment of the present invention.

FIG. 3 is a schematic diagram illustrating a configuration for treatingboil-off gas (BOG) at an unloading terminal by using an LNG storage tankfor an LNG carrier according to an embodiment of the present invention.

FIG. 4 is a diagram illustrating the waste of boil-off gas of an LNGcarrier which basically maintains an almost constant pressure in anexemplary LNG storage tank.

FIG. 5 is a diagram illustrating operation examples of an LNG storagetank for an LNG carrier during the voyage of the LNG carrier containingLNG therein.

FIG. 6 is a diagram illustrating a configuration for transmitting aportion of boil-off gas from an upper portion of an LNG storage tanktoward LNG at a lower portion of the LNG storage tank.

FIG. 7 is a diagram illustrating a system for displaying in real time anallowable cut off pressure of a safety valve of an LNG storage tank foran LNG carrier by acquiring and monitoring related data in real time andappropriately processing the related data during the voyage.

FIG. 8 illustrates a fuel gas flow meter of an LNG carrier according toan embodiment the present invention.

FIG. 9 illustrates a fuel gas flow meter of an exemplary LNG carrier.

FIG. 10 illustrates a configuration of supplying boil-off gas, afterbeing compressed, to a lower portion of an LNG storage tank according toan embodiment of the present invention.

FIG. 11 is a schematic diagram illustrating a fuel gas supply system ofan LNG carrier according to an embodiment of the present invention.

DETAILED DESCRIPTION OF EMBODIMENTS

Hereinafter, various embodiments of the invention will be described withreference to the accompanying drawings.

Embodiments of the present invention provides a somewhat high-pressure(near ambient pressure) LNG storage tank for transporting LNG in acryogenic liquid state, characterized in that some degree of change inthe pressure in the LNG storage tank is allowed during thetransportation of LNG.

One embodiment of the present invention provides, in an LNG carrierhaving boil-off gas treatment means for treating the boil-off gasgenerated in an LNG storage tank, an LNG carrier and a methodcharacterized in that the vapor pressure in the LNG storage tank and thetemperature of the LNG are allowed to be increased during thetransportation of the LNG in the LNG storage tank.

In general, the methods known as means for treating boil-off gas are asfollows: (a) using the boil-off gas generated from an LNG storage tankfor a boiler (e.g. a steam turbine propulsion boiler); (b) using theboil-off gas as a fuel of a gas engine such as a DFDE and MEGI; (c)using the boil-off gas for a gas turbine; and (d) re-liquefying theboil-off gas and returning the re-liquefied boil-off gas to the LNGstorage tank (see Korean Patent Laid-Open Publication No. 2004-0046836,Korean Patent Registration Nos. 0489804 and 0441857, and Korean UtilityModel Publication No. 2006-0000158). These methods have problems ofwaste of boil-off gas by a boil-off gas combustion means such as a gascombustion unit (GCU) for excessive boil-off gas exceeding the capacityof a general boil-off gas treating means (e.g. after LNG is loaded), orthe boil-off gas when the boil-off gas cannot be treated by the boil-offgas treating means, e.g. when an LNG carrier enters or leaves port andwhen it passes a canal.

Embodiments of the present invention have an advantage of eliminatingsuch waste of boil-off gas by improving, flexibility in boil-off gastreatment. The LNG carrier according to an embodiment of the presentinvention may not require a GCU, or may require a GCU for improvingflexibility in treating, handling or managing boil-off gas in anemergency.

The LNG carrier according to an embodiment of the present invention isequipped with boil-off gas treating means such as a boiler,re-liquefaction apparatus, and gas engine for treating the boil-off gasgenerated from an LNG storage tank by discharging the boil-off gas tothe outside of the LNG storage tank.

An embodiment of the present invention provides, in a method forcontrolling a safety valve provided at an upper portion of an LNGstorage tank for an LNG carrier, a method for setting the safety valvecharacterized in that the cut off pressure of the safety valve duringthe loading of LNG differs from the cut off pressure of the safety valveduring the voyage of the LNG carrier. An embodiment of the presentinvention also provides a safety valve, an LNG storage tank, and an LNGcarrier having said feature.

Generally, the pressure in an LNG storage tank is safely managed byinstalling a safety valve at an upper portion, of the LNG storage tankfor an LNG carrier which transports LNG in a cryogenic liquid state.Some exemplary methods of safely managing the pressure in an LNG storagetank are as follows: (a) safeguarding against a possible explosion of anLNG storage tank by means of a safety valve; and (b) treating theboil-off gas generated from the LNG storage tank, after LNG is loaded,by the above-mentioned methods including using the boil-off gas for aboiler (e.g. a steam turbine propulsion boiler), using the boil-off gasas a fuel of a gas engine such as a DFDE and MEGI, using the boil-offgas for a gas turbine, and re-liquefying the boil-off gas and returningthe re-liquefied boil-off gas to the LNG storage tank. These methodshave problems of waste of boil-off gas by a boil-off gas combustionmeans such as a GCU for excessive boil-off gas which exceeds a capacityof a general boil-off gas treating means after LNG is loaded in an LNGcarrier), or the boil-off gas when an LNG carrier enters or leaves aport, and when it passes a canal. The pressure in an LNG storage tankfor an LNG carrier is maintained within a predetermined range by theabove discussed methods.

Volume of LNG and Cut Off Pressure of Safety Valve

In an LNG carrier, when the set value or cut off pressure of a safetyvalve is 0.25 bar, about 98% of the full capacity of an LNG storage tankin volume can be loaded with LNG in liquid phase and the remaining about2% is left as an empty space. If more than about 98% of the fullcapacity of an LNG storage tank is loaded with LNG, when the vaporpressure of the LNG storage tank reaches 0.25 bar, the LNG in the LNGstorage tank may overflows from the dome at an upper portion of thetank. As shown in an embodiment of the present invention, if thepressure of LNG in an the LNG storage tank is continually allowed to beincreased after the LNG is loaded, even when a small amount of LNG isloaded, the LNG in the LNG storage tank may overflow due to theexpansion of the LNG caused by an increase in the temperature of the LNGat the cut off pressure of the safety valve according to an embodimentof the present invention. For example, Applicants have found that, whenthe vapor pressure in an LNG storage tank is 0.7 bar, even if 97% of thefull capacity of the LNG storage tank is loaded with LNG, the LNG in theLNG storage tank may overflow. This directly results in reducing theamount of LNG to be loaded.

Control of the Cut Off Pressure of Safety Valve

Accordingly, instead of uniformly fixing the cut off pressure of asafety valve provided at an upper portion of an LNG storage tank to asomewhat high pressure near ambient pressure, it is possible to reducethe waste of boil-off gas or increase the flexibility in treatment ofboil-off gas without reducing an initial LNG load, by fixing the cut offpressure of a safety valve to a lower pressure, e.g. about 0.25 bar, asin an LNG carrier, during loading of LNG, and then increasing the cutoff pressure of the safety valve, as in an embodiment of the presentinvention, when the amount of LNG in the LNG storage tank is reduced byusing some boil-off gas (e.g. using the boil-off gas as a fuel of aboiler or engine) after the LNG carrier starts voyage. An embodiment ofthe present invention, if applied to an LNG carrier equipped withboil-off gas treating means (e.g. a boiler, a re-liquefaction apparatus,or a gas engine) for treating the boil-off gas generated from an LNGstorage tank by discharging the boil-off gas to the outside of the LNGstorage tank, has a great effect in eliminating the waste of boil-offgas.

Accordingly, in an embodiment of the present invention, the cut offpressure of a safety valve is increased after the amount of LNG in anLNG storage tank is reduced by discharging the boil-off gas generated inthe LNG storage tank to the outside thereof. Preferably the cut offpressure during the loading of LNG is set at about 0.25 bar or lower;and the pressure during the voyage of the LNG carrier is set from avalue greater than 0.25 bar to about 2 bar, and more preferably, from avalue greater than 0.25 bar to about 0.7 bar. Here, the cut off pressureof a safety valve during the voyage of an LNG carrier may be increasedgradually, e.g. from about 0.4 bar to about 0.7 bar, according to theamount of boil-off gas used according to the voyage conditions.

Accordingly, in an embodiment of the present invention, the expression“during the voyage of an LNG carrier” means when the volume of LNG in anLNG storage tank is somewhat reduced by use of some boil-off gas afterthe LNG carrier starts voyage with LNG loaded therein. For example, itis desirable to set the cut off pressure of a safety valve at 0.25 barwhen the volume of LNG in liquid phase in an LNG storage tank is about98.5%, at about 0.4 bar when the volume of LNG in liquid phase is about98.0%, about 0.5 bar when the volume of LNG in liquid phase is about97.7%, and about 0.7 bar when the volume of LNG is about 97.1%.

An embodiment of the present invention provides an LNG storage tank foran LNG carrier for transporting LNG in a cryogenic liquid state,characterized in that the cut off pressure of a safety valve provided atan upper portion of the LNG storage tank is set from higher than about0.25 bar to about 2 bar, preferably from higher than about 0.25 bar toabout 0.7 bar, and more preferably approximately 0.7 bar. An embodimentof the present invention also provides a method for setting a safetyvalve, an LNG storage tank, and an LNG carrier having said technicalfeature. In one embodiment, the cut off pressure of the safety valve isabout 0.3 bar to about 2 bar. In certain embodiments, the cut offpressure of the safety valve is about 0.26 bar, about 0.3 bar, about0.35 bar, about 0.4 bar, about 0.45 bar, about 0.5 bar, about 0.55 bar,about 0.6 bar, about 0.65 bar, about 0.7 bar, about 0.75 bar, about 0.8bar, about 0.9 bar, about 1 bar, about 1.2 bar, about 1.5 bar, about 2bar, about 3 bar. In some embodiments, the cut off pressure may bewithin a range defined by two of the foregoing cut off pressures.

Certain embodiments of the present invention allows setting of cut-offpressure of the safety valve from about 0.3 bar to about 2 bar, andthus, allows some increases of the vapor pressure in the LNG storagetank and the temperature of the LNG in the LNG tank during the voyage.

Vapor Pressure of within the Tank

An embodiment of the present invention provides an LNG storage tank foran LNG carrier for transporting LNG in a cryogenic liquid state,characterized in that the vapor pressure in the LNG storage tank iscontrolled within near-ambient pressure, and that the vapor pressure inthe LNG storage tank and the pressure of the LNG in the LNG storage tankare allowed to be increased during the transportation of the LNG. TheLNG storage tank is also characterized in that the vapor pressure in theLNG storage tank ranges from a value greater than 0.25 bar to about 2bar, preferably from higher than 0.25 bar to 0.7 bar, and morepreferably, approximately 0.7 bar. In one embodiment, the vapor pressureis about 0.3 bar to about 2 bar. In certain embodiments, the vaporpressure is about 0.26 bar, about 0.3 bar, about 0.35 bar, about 0.4bar, about 0.45 bar, about 0.5 bar, about 0.55 bar, about 0.6 bar, about0.65 bar, about 0.7 bar, about 0.75 bar, about 0.8 bar, about 0.9 bar,about 1 bar, about 1.2 bar, about 1.5 bar, about 2 bar, about 3 bar. Insome embodiments, the vapor pressure may be within a range defined bytwo of the foregoing vapor pressures.

Uniform Temperature Distribution

In addition, the LNG storage tank is characterized in that the boil-offgas at an upper portion of the LNG storage tank is mixed with the LNG ata lower portion of the LNG storage tank so as to maintain a uniformtemperature distribution in the LNG storage tank. On one hand, as moreLNG is likely to be vaporized when the temperature of one part of theLNG storage tank is higher than the temperature of the other partthereof, it is desirable to maintain a uniform temperature distributionof the LNG or boil-off gas in the LNG storage tank. On the other hand,as the boil-off gas at an upper portion of the LNG storage tank has asmaller heat capacity than the LNG at a lower portion of the LNG storagetank, local sharp increase in the temperature at an upper portion of theLNG storage tank due to the heat ingress from the outside into the LNGstorage tank may result in a sharp increase in the pressure in the LNGstorage tank. The sharp increase in the pressure in the LNG storage tankcan be avoid by mixing the boil-off gas at an upper portion of the LNGstorage tank with the LNG at a lower portion of the LNG storage tank.

Operation of LNG Tank in View of Unloading Condition

Also, according to an embodiment of the present invention, the vaporpressure in an LNG storage tank for an LNG carrier can be controlled tomatch the pressure in an LNG storage tank or reservoir for receiving theLNG at an LNG terminal. For example, in case where the pressure in anLNG storage tank or reservoir of an LNG unloading terminal, an LNG-RV,or a FSRU is relatively high (e.g. from approximately 0.4 bar to about0.7 bar), the vapor pressure in the LNG storage tank for an LNG carrieris continually increased during the voyage of the LNG carrier.Otherwise, in case where the pressure in an LNG storage tank orreservoir of an LNG unloading terminal is low (approximately 0.2 bar),the pressure in the LNG storage tank for an LNG carrier may becontrolled to match the pressure of the LNG storage tank for receivingthe LNG by using the flexibility in boil-off gas treatment with reducingthe waste of boil-off gas according to an embodiment of the presentinvention.

Configurations of the LNG Tank

In addition, an embodiment of the present invention provides a methodfor transporting LNG in a cryogenic liquid state having said technicalfeature, and an LNG carrier having said LNG storage tank. In particular,according to an embodiment of the present invention, the membrane LNGstorage tank having a somewhat high pressure near ambient pressure totransport LNG in a cryogenic liquid state is characterized in that somedegree of change in the pressure in the LNG storage is allowed duringthe transportation of LNG. The membrane tank according to an embodimentof the present invention may be a cargo space of an LNG tank as definedin IGC Code (2000). In an embodiment, a membrane tank is anon-self-supporting tank having a thermal insulation wall formed in abody and having a membrane formed at an upper portion of the tank. In anembodiment, the term “membrane tank” is used to include a semi-membranetank. Some examples of the membrane tank are GTT NO 96-2 and Mark III asdescribed below, and tanks as described in Korean Patent Nos. 499710 and644217.

In an embodiment of the invention, a membrane tank can be designed towithstand the pressure up to about 0.7 bar (gauge pressure) byreinforcing the tank. However, it is generally prescribed that amembrane stank should be designed to have the pressure not exceeding0.25 bar. Thus, all typical membrane tanks comply with this regulation,and are managed so that the vapor pressure in the tank is 0.25 bar orlower, and that the temperature and pressure of the LNG are almostconstant during the voyage. On the contrary, an embodiment of thepresent invention is characterized in that the tank is configured to besustainable to a vapor pressure greater than 0.25, preferably from about0.3 bar to about 2 bar, and preferably from about 0.3 bar to about 0.7bar, and the vapor pressure in the tank and the temperature of the LNGare allowed to be increased until the vapor pressure becomes thesustainable pressure discussed in the above. Also, the LNG storage tankaccording to an embodiment of the present invention is characterized byan apparatus for maintaining a uniform temperature distribution in theLNG storage tank.

According to an embodiment of the present invention, a large LNG carrierhas an LNG storage capacity or volume about 100,000 m³ or more. In oneembodiment, the storage capacity is greater than about 50,000 m³. Incertain embodiments, the storage capacity is about 50,000 m³, about70,000 m³, about 80,000 m³, about 90,000 m³, about 100,000 m³, about110,000 m³, about 120,000 m³, about 130,000 m³, about 15,000 m³, about170,000 m³, about 200,000 m³ or about 300,000 m³. In some embodiments,the storage capacity may be within a range defined by two of theforegoing capacities. In case of manufacturing a tank having a relativepressure of approximately 1 bar, near atmospheric pressure, as in anembodiment of the present invention, the manufacturing costs are notsharply increased, and also the tank can transport LNG, substantiallywithstanding the pressure generated by boil-off gas and not treating theboil-off gas.

The LNG storage tank according to an embodiment of the present inventionis applicable to an LNG carrier, an LNG floating and re-gasificationunit (FSRU), an unloading terminal on land, and an LNG re-gasificationvessel (LNG-RV), etc. The LNG storage tank has advantages of reducingthe waste of boil-off gas by allowing increase in the pressure andtemperature in the LNG storage tank and solving a problem of treatingboil-off gas, and of increasing flexibility in LNG treatment, such astransporting and storing LNG, because it is possible to store LNG insaid all kinds of LNG storage tanks for a long time, taking into accountLNG demand.

LNG Tank Allowing Vapor Pressure Increase

FIG. 1 shows a concept of the absorption of the heat ingress into an LNGstorage tank for an LNG carrier according to an embodiment of thepresent invention. In a general exemplary tank, the pressure in an LNGstorage tank for an LNG carrier is maintained within a predeterminedrange, and most of the heat ingress from the outside into the LNGstorage tank makes contribution to generation of boil-off gas, all ofwhich should be treated or used in the LNG carrier. On the contrary,according to an embodiment of the present invention, the pressure in anLNG storage tank for an LNG carrier is allowed to be increased, therebyincreasing saturation temperature, and accordingly, most of the heat isabsorbed by sensible heat increase of LNG including natural gas (NG) inthe LNG storage tank, which is caused by the increase in saturationtemperature, thereby noticeably reducing the generation of boil-off gas.For example, when the pressure of the LNG storage tank for an LNGcarrier is increased to about 0.7 bar from an initial pressure of about0.06 bar, the saturation temperature is increased by approximately 6° C.

FIG. 2 schematically illustrates an LNG storage tank for an LNG carrieraccording to an embodiment of the present invention. In an LNG storagetank 1 for an LNG carrier which has a thermal insulation wall formedtherein, in case LNG is normally loaded, the pressure in the LNG storagetank 1 is approximately 0.06 bar (gauge pressure) when the LNG carrierstarts voyage, and the pressure is gradually increased due to thegeneration of boil-off gas during the voyage of the LNG carrier. Forexample, the pressure in the LNG storage tank 1 for an LNG carrier isabout 0.06 bar right after LNG is loaded into the LNG storage tank 1 ata location where LNG is produced, and can be increased up to about 0.7bar when the LNG carrier arrives at a destination after about 15-20 daysof voyage.

Relationship between Pressure and Temperature

With regard to temperature, LNG which generally contains many impuritieshas a lower boiling point than that of pure methane. The pure methanehas a boiling point of about −161° C. at about 0.06 bar, and LNG fortransportation which contains impurities such as nitrogen, ethane, etc.,has a boiling point of approximately −163° C. Assuming the LNGessentially consists of pure methane, LNG in an LNG storage tank afterbeing loaded into the LNG storage tank has a temperature ofapproximately −161° C. at about 0.06 bar. If the vapor pressure in theLNG storage tank is controlled to be about 0.25 bar, taking into accountthe transportation distance and the consumption of boil-off gas, thetemperature of the LNG is increased to approximately −159° C.; if thevapor pressure in the LNG storage tank is controlled to be about 0.7bar, the temperature of the LNG is approximately −155° C.; if the vaporpressure in the LNG storage tank is controlled to be about 2 bar, thetemperature of the LNG is increased up to approximately −146° C.

Heat Insulated LNG Tank Sustainable to High Pressure

The LNG storage tank for an LNG carrier according to the present anembodiment of invention comprises a thermal insulation wall and isdesigned by taking into account the pressure increase caused by thegeneration of boil-off gas. That is, the LNG storage tank is designed tohave sufficient strength to withstand the pressure increase caused bythe generation of boil-off gas. Accordingly, the boil-off gas generatedin the LNG storage tank 1 for an LNG carrier is accumulated thereinduring the voyage of the LNG carrier.

The LNG storage tank 1 for an LNG carrier according to embodiments ofthe present invention preferably comprises a thermal insulation wall,and is designed to withstand the pressure from a value higher than 0.25bar to about 2 bar (gauge pressure), and more preferably, the pressureof about 0.6 to about 1.5 bar (gauge pressure). Taking into account thetransportation distance of LNG and the current IGC Code, it is desirableto design the LNG storage tank to withstand the pressure from a valuehigher than 0.25 bar to about 0.7 bar, particularly, approximately 0.7bar.

In addition, as the LNG storage tank 1 for an LNG carrier according toan embodiment of the present invention can be sufficiently embodied bydesigning the LNG storage tank 1 to have a great thickness during aninitial design, or simply by suitably reinforcing an general LNG storagetank for an LNG carrier through addition of a stiffener thereto withoutmaking a big change in the design of the LNG storage tank, it iseconomical in view of manufacturing costs.

Various LNG storage tanks for LNG carriers with a thermal insulationwall therein are as described below. The LNG storage tank installed inan LNG carrier can be classified into an independent-type tank and amembrane-type tank, and is described in detail below. GTT NO 96-2 andGTT Mark III in Table 1 below was renamed from GT and TGZ, respectively,when the Gaz Transport (GT) Corporation and Technigaz (TGZ) corporationwas incorporated into GTT (Gaztransport & Technigaz) Corporation in1995.

TABLE 1 Classification Table of LNG Storage Tanks Membrane Type GTT GTTIndependent Type Classification Mark III No. 96-2 MOSS IHI-SPB TankMaterial SUS 304L Invar Steel Al Alloyed Al Alloyed Steel (5083) Steel(5083) Thickness 1.2 mm 0.7 mm 50 mm Max. 30 mm Heat Reinforced PlywoodPolyurethane Polyurethane Dissipation Polyurethane Box + Foam FoamMaterial Foam Perlite Thickness 250 mm 530 mm 250 mm 250 mm

GT type and TGZ type tanks are disclosed in U.S. Pat. Nos. 6,035,795,6,378,722, and 5,586,513, US Patent Publication US 2003-0000949, KoreanPatent Laid-Open Publication Nos. KR 2000-0011347, and KR 2000-0011346.

Korean Patent Nos. 499710 and 0644217 disclose thermal insulation wallsembodied as other concepts. The above references disclose LNG storagetanks for LNG carriers having various types of thermal insulation walls,which are to suppress the generation of boil-off gas as much aspossible.

Safety Valve

An embodiment of the present invention can be applied to LNG storagetanks for LNG carriers having various types of thermal insulationfunctions as stated above. Exemplary LNG storage tanks for LNG carriersincluding the tank disclosed in the references are designed to withstandthe pressure of 0.25 bar or lower, and consume the boil-off gasgenerated in the LNG storage tanks as a fuel for propulsion of the LNGcarriers or re-liquefy the boil-off gas to maintain the pressure in theLNG storage tank at about 0.2 bar or lower, e.g. about 0.1 bar, and burnpart or all of the boil-off gas if the pressure in the LNG storage tankis increased beyond the value. In addition, these LNG storage tanks havea safety valve therein, and if the LNG storage tanks fail to control thepressure therein as stated above, boil-off gas is discharged to theoutside of the LNG storage tanks through the safety valve (mostly,having cut off pressure of 0.25 bar).

On the contrary, in an embodiment of the present invention, the pressureof the safety valve is set from a value higher than 0.25 bar to about 2bar, preferably from a value higher than 0.25 bar to about 0.7 bar, andmore preferably approximately 0.7 bar.

Circulation of LNG within the Tank

In addition, the LNG storage tank according to an embodiment of thepresent invention is configured to reduce the pressure in the LNGstorage tank by reducing the local increase in temperature and pressureof the LNG storage tank. The LNG storage tank maintains a uniformtemperature distribution thereof by spraying the LNG in liquid phase,having a lower temperature, at a lower portion of the LNG storage tank,toward the boil-off gas, having a higher temperature, at an upperportion of the LNG storage tank, and by injection of the boil-off gas,having a higher temperature, at an upper portion of the LNG storagetank, toward the LNG, having a lower temperature, at a lower portion ofthe LNG storage tank.

In FIG. 2, the LNG storage tank 1 for an LNG carrier is provided at alower portion thereof with an LNG pump 11 and a boil-off gas injectionnozzle 21, and at an upper portion thereof with an LNG spray 13 and aboil-off gas compressor 23. The LNG pump 11 and the boil-off gascompressor 23 can be installed at an upper or lower portion of the LNGstorage tank. The LNG, having a lower temperature, at a lower portion ofthe LNG storage tank 1 is supplied to the LNG spray 13 provided at anupper portion of the LNG storage tank by the LNG pump 11 and thensprayed toward the upper portion of the LNG storage tank 1, which has ahigher temperature. The boil-off gas, having a higher temperature, at anupper portion of the LNG storage tank 1 is supplied to the boil-off gasinjection nozzle 21 provided at a lower portion of the LNG storage tank1 by the boil-off gas compressor 23 and then injected toward the lowerportion of the LNG storage tank 1 which has a lower temperature. Thus, auniform temperature distribution of the LNG storage tank 1 is maintainedand ultimately the generation of boil-off gas is reduced.

Such reduction of generation of boil-off gas is particularly useful forgradually increasing the pressure in the LNG storage tank because thegeneration of boil-off gas in an LNG carrier without having boil-off gastreating means has direct connection with the increase in pressure inthe LNG storage tank. In case of an LNG carrier having boil-off gastreating means, if the pressure in the LNG storage tank is increased, acertain amount of boil-off gas is discharged to the outside, therebycontrolling the pressure in the LNG storage tank, and consequently,spray of LNG or injection of boil-off gas may not be needed during thevoyage of the LNG carrier.

Loading of LNG

If LNG is loaded in a sub-cooled liquid state into an LNG carrier at aproduction terminal where LNG is produced, it is possible to reduce thegeneration of boil-off gas (or the increase in pressure) during thetransportation of LNG to a destination. The pressure in the LNG storagetank for an LNG carrier may be a negative pressure (0 bar or lower)after LNG is loaded in a sub-cooled liquid state at a productionterminal. To prevent the pressure from being decreased to a negativepressure, the LNG storage tank may contain nitrogen.

Unloading of LNG

During the voyage of an LNG carrier, the LNG storage tank 1 for an LNGcarrier according to an embodiment of the present invention allows apressure increase in the LNG storage tank 1 without discharging theboil-off gas generated in the LNG storage tank 1, thereby increasing thetemperature in the LNG storage tank 1, and accumulating most of the heatinflux as internal energy of LNG including a gaseous portion of the LNGin the LNG storage tank, and then treating the boil-off gas accumulatedin the LNG storage tank 1 for an LNG carrier at an unloading terminalwhen the LNG carrier arrives at a destination.

FIG. 3 schematically illustrates a configuration for treating boil-offgas at an unloading terminal using the LNG storage tank for an LNGcarrier according to an embodiment of the present invention. Theunloading terminal is installed with a plurality of LNG storage tanks 2for an unloading terminal, a high-pressure compressor 3 a, alow-pressure compressor 3 b, a re-condenser 4, a high-pressure pump P,and a vaporizer 5.

As a large amount of boil-off gas is accumulated in the LNG storage tank1 for an LNG carrier, the boil-off gas in the LNG storage tank 1 isgenerally compressed to a pressure from about 70 bar to about 80 bar bythe high-pressure compressor 3 a at unloading terminals and thensupplied directly to consumers. Part of the boil-off gas accumulated inthe LNG storage tank 1 for an LNG carrier may generally be compressed toapproximately 8 bar by the low-pressure compressor 3 b, thenre-condensed by passing the re-condenser 4, and then re-gasified by thevaporizer 5 so as to be supplied to consumers.

When LNG is unloaded from the LNG storage tank for an LNG carrier to beloaded into an LNG storage tanks or reservoirs for an unloadingterminal, additional boil-off gas is generated due to inflow of LNGhaving a higher pressure into the LNG storage tanks for an unloadingterminal because the pressure of the LNG storage tank for an LNG carrieris higher than that of the LNG storage tank for an unloading terminal.To minimize the generation of additional boil-off gas, LNG can besupplied to consumers by transmitting the LNG from the LNG storage tankfor an LNG carrier directly to an inlet of a high-pressure pump at anunloading terminal. The LNG storage tank for an LNG carrier according toan embodiment of the present invention, as the pressure in the LNGstorage tank is high during the unloading of LNG, has an advantage ofshortening an unloading time by about 10% to about 20% over LNG storagetanks.

Instead of being supplied to the LNG storage tanks 2 for an unloadingterminal at an unloading terminal, the LNG stored in the LNG storagetank 1 for an LNG carrier may be supplied to the re-condenser 4 tore-condense boil-off gas and then re-gasified by the vaporizer 5,thereby being supplied directly to consumers. On the other hand, if are-condenser is not installed at an unloading terminal, LNG may besupplied directly to a suction port of the high-pressure pump P.

As stated above, if the plurality of LNG storage tanks 2 for anunloading terminal are installed at an unloading terminal and LNG isevenly distributed from the LNG storage tank 1 for an LNG carrier toeach of the plurality of LNG storage tanks 2 for an unloading terminal,the effect of generation of boil-off gas in the LNG storage tanks for anunloading terminal can be minimized due to dispersion of boil-off gas tothe plurality of the LNG storage tanks 2 for an unloading terminal. Asthe amount of boil-off gas generated in the LNG storage tanks for anunloading terminal is small, the boil-off gas is generally compressed bythe low-pressure compressor 3 b to approximately 8 bar and thenre-condensed by passing the re-condenser 4, and then re-gasified by thevaporizer 5, to be supplied to consumers.

According to embodiments of the present invention, as the LNG storagetank for an LNG carrier is operated at a pressure greater than 0.25 bar,a process of filling boil-off gas in the LNG storage tank for an LNGcarrier is not required to maintain the pressure in the LNG storage tankfor an LNG carrier during the unloading of LNG. Further, if a LNGstorage tank for an LNG terminal or for a floating storage andre-gasification unit (FSRU) are modified, or a new configuration of LNGstorage tank for an unloading terminal or for a floating storage andre-gasification unit (FSRU) are constructed such that the pressure ofthe LNG storage tank provided in the unloading zone corresponds to thepressure of the LNG storage tank for an LNG carrier according to anembodiment of the present invention, no additional boil-off gas isgenerated during the unloading of LNG from the LNG carrier, andconsequently an unloading technique can be applied.

According to an embodiment of the present invention, an LNG floatingstorage and re-gasification unit (FSRU) has more flexibility inmanagement of boil-off gas and thus may not need a re-condenser.According to an embodiment of the present invention, the flash gasgeneration during unloading to the LNG floating storage andre-gasification unit (FSRU) from LNGC will be greatly reduced or absentand the operation time will be greatly reduced due to time saving of theflash gas handing. And accordingly there is much more flexibility forthe cargo tank pressure of the unloading LNGC. According to anembodiment of the present invention, an LNG re-gasification vessel(LNG-RV) may have merits of both an LNG carrier and an LNG floatingstorage and re-gasification unit (FSRU) as stated above.

Operational Modes of the Tank

FIG. 5 illustrates diagrams of operation types of an LNG storage tankfor an LNG carrier during the voyage of the LNG carrier having LNGloaded therein, according to the pressure in the LNG storage tank at anLNG unloading terminal. F mode indicates the voyage of an LNG carrier,in which, for example, if the allowable pressure of the LNG storage tankat the unloading terminal ranges from about 0.7 bar to about 1.5 bar,the pressure in the LNG storage tank for the LNG carrier is allowed tobe continually increased to a certain pressure similar to the allowablepressure of the LNG storage tank at an LNG unloading terminal. This modeis particularly useful in an LNG carrier without boil-off gas treatingmeans.

S mode or V mode shown in FIG. 5 is appropriate when the allowablepressure of an LNG storage tank at an unloading terminal is smaller than0.4 bar. The S and V modes are applicable to an LNG carrier havingboil-off gas treating means. The S mode indicates the voyage of an LNGcarrier in which the pressure in the LNG storage tank of the LNG carrieris allowed to be gradually increased, that is, continually increased toa certain pressure similar to the allowable pressure of the LNG storagetank of an LNG unloading terminal.

V mode is to enlarge the range of the pressure in the LNG storage tankfor an LNG carrier, and has an advantage of reducing the waste ofboil-off gas by storing the excessive boil-off gas exceeding the amountof boil-off gas consumed by boil-off gas treating means, in the LNGstorage for an LNG carrier. For example, when an LNG carrier passes acanal, boil-off gas is not consumed because propulsion means using theboil-off gas as a fuel, such as a DFDE, MEGI, and gas turbine, does notoperate. Accordingly, the boil-off gas generated in the LNG storage tankfor an LNG carrier can be stored therein, and thus the pressure of theLNG storage tank for an LNG carrier increases to a pressure from about0.7 bar to about 1.5 bar. After an LNG carrier passes a canal, thepropulsion means using boil-off gas as a fuel is fully operated, therebyincreasing the consumption of boil-off gas, and decreasing the pressureof the LNG storage tank for an LNG carrier to a pressure smaller thanabout 0.4 bar.

The operation types of an LNG storage tank for an LNG carrier can varydepending on whether or not a flash gas treatment facility for treatinga large amount of flash gas is installed at an LNG unloading terminal.In case a flash gas treatment facility for treating a large amount offlash gas is installed at an LNG unloading terminal, the pressure of theLNG storage tank for an LNG carrier is operated in an F mode; in case aflash gas treatment facility for treating a large amount of flash gas isnot installed at an LNG unloading terminal, the pressure of the LNGstorage tank for an LNG carrier is operated according to the S mode or Vmode.

Another Example of Circulation of LNG within the Tank

FIG. 6 illustrates an apparatus for reducing the pressure increase in anLNG storage tank for an LNG carrier by injection of the boil-off gas atan upper portion of the LNG storage tank toward the LNG at a lowerportion thereof. The apparatus for reducing the pressure increase in theLNG storage tank for an LNG carrier as illustrated in FIG. 6 isconfigured to compress the boil-off gas at an upper portion of the LNGstorage tank 1 for an LNG carrier and then to inject the compressedboil-off gas toward the LNG at an lower portion of the LNG storage tank1. This apparatus comprises a boil-off gas suction port 31 provided atan upper portion of the LNG storage tank for an LNG carrier, a pipe 33having one end connected to the boil-off gas suction port 31 and theother end connected to the lower portion of the LNG storage tank 1, anda compressor 35 provided at a portion of the pipe 33.

As illustrated in the left side of FIG. 6, the pipe 33 can be installedin the LNG storage tank 1. If the pipe 33 is installed in the LNGstorage tank 1, it is desirable that the compressor 35 should be asubmerged type compressor provided at a lower portion of the pipe 33. Asillustrated in the right side of FIG. 6, the pipe 33 can be installedoutside the LNG storage tank 1. If the pipe 33 is installed outside theLNG storage tank 1, the compressor 35 is an ordinary compressor providedat the pipe 33. It is desirable that liquid suction prevention meansshould be provided at the boil-off gas suction port 31. One example ofthe liquid suction prevention means is a demister.

The apparatus for reducing the pressure increase in the LNG storage foran LNG carrier is configured to reduce the local increase in thetemperature and pressure of the LNG storage tank, thereby reducing thepressure of the LNG storage tank. The generation of boil-off gas can bereduced by injecting the boil-off gas, having a higher temperature, atan upper portion of the LNG storage tank 1 for an LNG carrier toward alower portion of the LNG storage tank 1 for an LNG carrier having alower temperature, thereby maintaining uniform temperature distributionof the LNG storage tank for an LNG carrier, that is, preventing thelocal increase in the temperature in the LNG storage tank.

Control of Safety Valve

FIG. 7 illustrates a diagram of a system for displaying in real time acurrently allowable maximum cut off pressure of an LNG storage tank foran LNG carrier by receiving related data in real time during the voyageof the LNG carrier, and appropriately processing and calculating thedata. A safety valve of the LNG storage tank can be safely controlled bythe system.

In case of an LNG carrier provided with a safety relief valve (SRV) orsafety valve of the LNG storage tank therein, the cut off pressure ofthe safety valve is initially set low so as to maximize the cargoloading, but can be increased during the voyage according to the LNGvolume decrease due to the consumption of boil-off gas.

The increased SRV cut off pressure can be obtained by volume and densityof remained LNG according to IGC code 15.1.2. The LNG density can beaccurately calculated by measuring LNG temperatures.

Monitoring the Level of LNG within the Tank

As the measured values such as the level of LNG in the LNG storage tankare frequently changed during the voyage, an embodiment of the presentinvention comprises a system for eliminating outside noise andfluctuation caused by dynamic movement of a ship through an appropriatedata processing, a system for calculating an allowable cut off pressureof the safety valve of the LNG storage tank by calculating the actualvolume of the LNG in the LNG storage tank 1 by using the processed data,and an apparatus for displaying the results.

FIG. 7 illustrates in the right side the related data measured tocalculate the volume of the LNG in the LNG storage tank 1. The level ofthe LNG in the LNG storage tank is measured by a level gauge (notillustrated), the temperature of the LNG storage tank is measured by atemperature sensor (not illustrated), the pressure of the LNG storagetank is measured by a pressure sensor (not illustrated), the trim of theLNG carrier is measured by a trim sensor (not illustrated), and the listof the LNG carrier is measured by a list sensor (not illustrated). Thetrim of the LNG carrier indicates a front-to-back gradient of the LNGcarrier, and the list of the LNG carrier indicates a left-to-rightgradient of the LNG carrier.

The system for confirming a cut off pressure of the safety valve of theLNG storage tank according to the embodiment, as illustrated in the leftside of FIG. 7, comprises a data processing module 61 for processing themeasured data as illustrated in the right side of FIG. 7. It isdesirable to process the data in the data processing module 61 by usinga method of least squares, a moving average, or a low-pass filtering andso on. In addition, the system for confirming the cut off pressure ofthe safety valve of the LNG storage tank further comprises an LNG volumecalculating module 63 for calculating the volume of the LNG in the LNGstorage tank 1 by calculating the data processed in the data processingmodule 61. The system for confirming the cut off pressure of the safetyvalve of the LNG storage tank calculates an allowable cut off pressureof the safety valve of the LNG storage tank 1 from the volume of the LNGcalculated by the LNG volume calculating module 63.

On the other hand, it is possible to measure the flow rate of the fuelgas supplied from the LNG storage tank 1 to fuel gas propulsion means ofan LNG carrier, compare the initial load of LNG with the amount of theused boil-off gas to calculate the current volume of the LNG in the LNGstorage tank, and reflect the volume of the LNG calculated from the flowrate of the fuel gas measured as described above in the volume of theLNG calculated by the LNG volume processing module 63. The allowable cutoff pressure of the safety valve of the LNG storage tank and the volumeof the LNG in the LNG storage tank calculated as described above aredisplayed on a display panel 65.

FIG. 8 illustrates a fuel gas flow meter for measuring the flow rate ofthe fuel gas of an LNG carrier according to an embodiment of the presentinvention. A differential pressure flow meter is used for measuring theflow rate of the fuel gas of an LNG carrier. In the flow meter, themeasurement range is limited, and a large measurement error can occurfor the flow rate out of the measurement range. To change themeasurement range, an orifice itself should be replaced, which is anannoying and dangerous job.

In an exemplary configuration shown in FIG. 9, only one orifice wasinstalled and consequently the measurement range was limited. But if twoorifices having different measurement ranges are arranged in series asshown in FIG. 8, the effective measurement range can be expanded simplyby selecting and using the proper measurement values of the orificesaccording to the flow rate.

That is to say, to measure a large range of the flow rate of fuel gas,the effective measurement range can be simply expanded by arranging atleast two orifices in series, each orifice having a differentmeasurement range, and selecting and using the appropriate measurementvalues of the orifices according to the flow rate. In FIG. 8, orifices71 and 71′, each having a different measurement range, are arranged inseries in the middle of a fuel supply line pipe 70 for supplying a fuelgas from the LNG storage tank for an LNG carrier to fuel gas propulsionmeans. Differential pressure measurers 73 are connected to the fuelsupply line pipe 70 of front and back portions of each of the orifices71 and 71′. These differential pressure measurers 73 are selectivelyconnected to the flow meter 77 through a selector 75 which is selectableaccording to the measurement range.

The effective measurement range can be simply expanded by installing theselector 75, which is selectable according to the measurement range asdescribed above, between the differential pressure measurer 73 and theflow meter 77, and selecting and using the appropriate measurementvalues of the orifices according to the flow rate.

In an exemplary system, the capacity of a fuel gas orifice is set nearNBOG (natural boil-off gas). Accordingly, in case of an LNG carrierwhose consumption of boil-off gas is small, the accuracy in measurementsis low. To make up for this inaccuracy, an embodiment of the presentinvention provides a method of additionally installing small orifices inseries. This method can measure the level of the LNG in the LNG storagetank, thereby measuring the level, amount or volume, of the LNG in theLNG storage tank from the amount of LNG consumed. In order to improveaccuracy, the composition of boil-off gas may be analyzed. For this, thecomposition of boil-off gas may be considered by adding gaschromatography.

Further, if the measurement of the level of LNG in the LNG storagebecomes accurate by the above-mentioned methods, it can improve theefficiency of the boil-off gas management method and apparatus accordingto an embodiment of the present invention which maintains the pressureof the LNG storage tank at a somewhat higher than the prior art. Thatis, accurate measurement of the volume of LNG in an LNG storage tank canfacilitate changing the setting of a safety valve of the LNG storagetank into multiple settings, and reduce the consumption of boil-off gas.

FIG. 9 illustrates an exemplary fuel gas flow meter for an LNG carrier.The fuel gas flow meter comprises only one orifice 71 for differentialpressure type flow rate measuring of fuel gas, and consequently has adisadvantage of obtaining an effective measurement value within aspecific measurement range.

Another Example of Circulation of LNG within the Tank

FIG. 10 illustrates a supply of boil-off gas to a lower portion of anLNG storage tank after compressing the boil-off gas according to anembodiment of the present invention. An LNG carrier, which has fuel gaspropulsion means using as a propulsion fuel the compressed boil-off gasby compressing the boil-off gas at an upper portion of the LNG storagetank for an LNG carrier, cannot use the fuel gas at all when passing acanal such as the Suez Canal, and consequently there is a greatpossibility of local increase in the temperature and pressure of the LNGstorage tank. An additional boil-off gas extracting apparatus may beneeded to solve this problem. That is, as illustrated in FIG. 10, asmall amount of boil-off gas is extracted and compressed by a boil-offcompressor (approximately 3 to 5 bar), and then put into a lower portionof the LNG storage tank 1.

To do this, a boil-off gas branch line L2 for returning the boil-off gasto the LNG storage tank 1 is installed in the middle of a fuel gassupply line L1 for compressing the boil-off gas at an upper portion ofthe LNG storage tank 1 for an LNG carrier and supplying the compressedboil-off gas to the fuel gas propulsion means. In addition, a compressor41 is installed in the middle of the fuel gas supply line L1 upstream ofa meeting point of the fuel gas supply line L1 and the boil-off gasbranch line L2.

A buffer tank 43 is installed in the middle of the boil-off gas branchline L2. As there is a difference between the pressure of the boil-offgas passing the compressor 41 and the pressure of the LNG storage tank1, it is desirable to temporarily store the boil-off gas passing thecompressor 41 in the buffer tank 43 and control the pressure of theboil-off gas to match the pressure of the LNG storage tank 1 and thenreturn the boil-off gas to the LNG storage tank 1. In one embodiment, itis desirable to operate an apparatus for reducing pressure increase inthe LNG storage tank for an LNG carrier at an interval of about 10minutes per 2 hours. Some examples of the fuel gas propulsion means area double fuel diesel electric propulsion system (DFDE), a gas injectionengine, and a gas turbine.

An LNG carrier, to which a DFDE, a gas injection engine, or a gasturbine is applied, uses the concept of compressing boil-off gas by aboil-off gas compressor and then sending the compressed boil-off gas toan engine to burn the boil-off gas. However, an LNG carrier which isconfigured to eliminate or reduce the discharge of boil-off gas of anLNG storage tank, as in an embodiment of the present invention, if no ora small amount of fuel gas is consumed in fuel gas propulsion means, toprevent a severe pressure increase due to a local increase intemperature in an LNG storage tank, compresses boil-off gas and thenreturn the compressed boil-off gas to a lower portion of the LNG storagetank through a boil-off gas branch line, without sending the compressedboil-off gas to the gas engine.

Embodiment of Ship Consuming LNG from the Tank

An embodiment of the present invention provides a fuel gas supply systemfor gasifying the LNG of the LNG storage tank and supplying the gasifiedLNG as a fuel gas to fuel gas propulsion means. The system according tothe embodiment may not use boil-off gas at all.

The LNG storage tank 1 for an LNG carrier used in the fuel gas supplysystem according to this embodiment is designed to have strength towithstand pressure increase due to boil-off gas so as to allow pressureincrease due to boil-off gas generated in the LNG storage tank duringthe voyage of the LNG carrier.

The fuel gas supply system in FIG. 11 comprises a fuel gas supply lineL11 for extracting LNG from the LNG storage tank for an LNG carrier andsupplying the extracted LNG to the fuel gas propulsion means, and a heatexchanger 53 provided in the middle of the fuel gas supply line L11,wherein the heat exchanger 53 exchanges heat between the LNG andboil-off gas extracted from the LNG storage tank 1. A first pump 52 isinstalled in the fuel gas supply line L11 upstream of the heat exchanger53, so as to supply LNG, which has been compressed to meet the flow rateand pressure demands of the fuel gas propulsion means, to the fuel gaspropulsion means. A boil-off gas liquefaction line L12 passes the heatexchanger 53 so as to extract boil-off gas from the upper portion of theLNG storage tank 1 and return the extracted boil-off gas to one side ofthe LNG storage tank 1.

LNG whose temperature is increased by exchanging heat with the boil-offgas in the heat exchanger 53 is supplied to the fuel gas propulsionmeans, and boil-off gas which has been liquefied by exchanging heat withthe LNG is returned to the LNG storage tank 1. A second pump 54 isinstalled in the fuel gas supply line L11 downstream of the heatexchanger 53 so as to supply LNG to the fuel gas propulsion means afterthe LNG exchanges heat with the boil-off gas in the heat exchanger 53and is compressed to meet the flow rate and pressure demands of the fuelgas propulsion means. A heater 55 is installed in the fuel gas supplyline L11 downstream of the second pump 54 so as to heat LNG which hasexchanges heat with the boil-off gas in the heat exchanger 53 to supplythe LNG to the fuel gas propulsion means.

A boil-off gas compressor 56 and a cooler 57 are sequentially installedin the boil-off gas liquefaction line L12 upstream of the heat exchanger53 so as to compress and cool the boil-off gas extracted from the LNGstorage tank and then exchange heat between the boil-off gas and LNG.

In case the fuel gas pressure demand of the fuel gas propulsion means ishigh (e.g. about 250 bar), LNG is compressed to about 27 bar by thefirst pump 52, the temperature of the LNG, while passing the heatexchanger 53, is increased from approximately −163° C. to approximately−100° C., and the LNG is supplied in a liquid state to the second pump54 and compressed to approximately 250 bar by the second pump 54 (as itis in a supercritical state, there is no division between liquid and gasstates), then gasified, while being heated in the heater 55, and thensupplied to the fuel gas propulsion means. In this case, though thetemperature of LNG, while passing the heat exchanger 53, is increased,LNG, is not gasified because the pressure of LNG supplied to the heatexchanger is high.

On the other hand, in case the fuel gas pressure demand of the fuel gaspropulsion means is low (e.g. about 6 bar), LNG is compressed to about 6bar by the first pump 52, part of the LNG is gasified while passing theheat exchanger 53, supplied to the heater 55 and heated in the heater55, and then supplied to the fuel gas propulsion means. In this case,the second pump 54 is not necessary.

According to this fuel gas supply system of an LNG carrier, LNG isextracted from the LNG storage tank, the extracted LNG is compressed tomeet the flow rate and pressure demands of the fuel gas propulsionmeans, and the compressed LNG is supplied to the fuel gas propulsionmeans, but the supply of LNG to the fuel gas propulsion means is doneafter heat exchange between the LNG and boil-off gas extracted from theLNG storage tank. Accordingly, the fuel gas supply system has advantagesof simplifying the configuration, reducing the required power, andpreventing a severe increase in pressure of the LNG storage tank due toaccumulation of boil-off gas therein, in supplying a fuel gas from anLNG carrier to the fuel gas propulsion means.

Liquefier

In one embodiment, a boil-off gas re-liquefaction apparatus or liquefiermay be provided. The liquefier may use cold energy of LNG can be added.That is, boil-off gas is compressed and exchanges heat with the LNG ofthe fuel gas supply line, thereby being cooled (by the re-condenser,there is no N2 refrigerator). In this case, only 40-60% of NBOG isre-liquefied, but there is no problem because the LNG carrier accordingto an embodiment of the present invention is configured to eliminate orreduce the discharge of boil-off gas in the LNG storage tank. Further,if necessary, a small boil-off gas re-liquefaction apparatus having aprocessing capacity of approximately 1 ton/hour can be installedparticularly for ballast voyage. The processing capacity is the maximumamount of gaseous phase LNG to be processed by the liquefier for onehour.

In one embodiment, the capacity processing of the liquefier is smallerthan about 3,000 kg/hour. In certain embodiments, the processingcapacity of the liquefier is about 50 kg/hour, about 100 kg/hour, about200 kg/hour, about 300 kg/hour, about 500 kg/hour, about 700 kg/hour,about 900 kg/hour, about 1000 kg/hour, about 1200 kg/hour, about 1500kg/hour, about 2000 kg/hour or about 3000 kg/hour. In some embodiments,the processing capacity may be within a range defined by two of theforegoing processing capacities.

In one embodiment, a ratio of the processing capacity to the storagecapacity is smaller than about 0.015 kg/m³. In certain embodiments, theratio is about 0.001 kg/m³, about 0.002 kg/m³, about 0.003 kg/m³, about0.004 kg/m³, about 0.005 kg/m³, about 0.007 kg/m³, about 0.009 kg/m³,about 0.010 kg/m³, about 0.011 kg/m³, about 0.013 kg/m³, about 0.015kg/m³, about 0.018 kg/m³ or about 0.02 kg/m³. In some embodiments, theratio may be within a range defined by two of the foregoing ratios.

As stated above, embodiments of the present invention has advantages ofreducing the waste of boil-off gas and increasing the flexibility intreatment of boil-off gas by allowing an increase in the vapor pressureand LNG temperature in an LNG storage tank for an LNG carrier havingboil-off gas treating means during the transportation of the LNG.

In particular, according an embodiment of to the present invention, evenwhen the amount of boil-off gas generated during the transportation ofLNG exceeds the amount of boil-off gas consumed, the excessive boil-offgas can be preserved in the LNG storage tank without any loss of theboil-off gas, thereby improving the economic efficiency. For example, incase of an LNG carrier provided with an engine for treating boil-off gasas illustrated in FIG. 4, the excessive boil-off gas generated for a fewdays after loading LNG in the LNG carrier, or the excessive boil-off gasgenerated over the amount of boil-off gas consumed in an engine when theLNG carrier passes a canal or waits or maneuvers to enter port with LNGloaded therein, were mostly burnt by a GCU in the prior art, but thiswaste of boil-off gas can be reduced by the technology of an embodimentof the present invention.

Further, in one embodiment, in case the LNG carrier uses a dual fuel gasinjection engine or gas turbine, the fuel gas can be supplied by aliquid pump, not by a boil-off gas compressor, thereby greatly reducinginstallation and operation costs.

Although embodiments of the present invention have been shown anddescribed herein, it should be understood that various modifications,variations or corrections may readily occur to those skilled in the art,and thus, the description and drawings herein should be interpreted byway of illustrative purpose without limiting the scope and sprit of thepresent invention.

1. An LNG tank ship, comprising: at least one heat insulated tankconfigured to contain LNG in both liquid and gaseous phases therein,wherein the at least one tank has a volume; a primary engine of the shipfor generating power to move the ship, wherein the engine is designed touse a fuel other than LNG such that the engine does not use LNG toreduce vapor pressure of the LNG within the tank; and at least oneliquefier configured to convert at least a portion of gaseous phase LNGto liquid phase LNG, wherein the at least one liquefier has a processingcapacity, which is the maximum amount of gaseous phase LNG to beprocessed by the at least one liquefier for one hour, wherein a ratio ofthe processing capacity to the volume is smaller than about 0.015 kg/m³.2. The ship of claim 1, wherein the ratio is smaller than about 0.01kg/m³.
 3. The ship of claim 1, wherein the volume is greater than about100,000 m³.
 4. The ship of claim 1, wherein the processing capacity issmaller than about 3000 kg/hour.
 5. The ship of claim 1, wherein theship does not comprise a conduit for in fluid communication between theat least one tank and the engine.
 6. The ship of claim 1, furthercomprises a first conduit and a second conduit, wherein the firstconduit is configured to flow the portion of the gaseous phase LNG fromthe at least one tank to the at least one liquefier, wherein the secondconduit is configured to flow liquid phase LNG from the at least oneliquefier to the at least one tank.
 7. The ship of claim 1, furthercomprising LNG contained in the at least one tank, wherein a substantialportion of the LNG is in liquid, and wherein the LNG within the at leastone tank has a vapor pressure from about 0.3 bar to about 2 bar.
 8. Amethod of operating a LNG tank ship, the method comprising: providingthe ship of claim 1, wherein the at least one tank contains LNG; andmonitoring a vapor pressure of the LNG in the at least one tank whereinthe vapor pressure is from about 0.3 bar to 2 bar.
 9. A method ofunloading LNG from an LNG tank ship containing LNG to a receiving tank,the method comprising: providing the ship of claim 1, wherein the atleast one tank comprising LNG, which has a vapor pressure from about 0.3bar to about 2 bar; connecting between the LNG tank and a receiving tanksuch that a fluid communication between the receiving tank and the LNGtank is established; and unloading at least part of the LNG from the LNGtank to the receiving tank.
 10. An LNG tank ship, comprising: at leastone heat insulated tank configured to contain LNG in both liquid andgaseous phases therein; a primary engine of the ship for generatingpower to move the ship, wherein the engine is designed to use a fuelother than LNG such that the engine does not use LNG to reduce vaporpressure of the LNG within the tank; and at least one liquefierconfigured to convert at least a portion of gaseous phase LNG to liquidphase LNG, the at least one liquefier has a processing capacity, whichis the maximum amount of gaseous phase LNG to be processed by the atleast one liquefier for one hour, wherein the processing capacity issmaller than about 3000 kg/hour.
 11. The ship of claim 10, wherein theprocessing capacity is smaller than about 1000 kg/hour.
 12. The ship ofclaim 10, wherein the ship does not comprise a conduit for in fluidcommunication between the at least one tank and the engine.
 13. The shipof claim 10, further comprises a first conduit and a second conduit,wherein the first conduit is configured to flow the portion of thegaseous phase LNG from the at least one tank to the at least oneliquefier, wherein the second conduit is configured to flow liquid phaseLNG from the at least one liquefier to the at least one tank.
 14. Aliquefier-free LNG tank ship, comprising: at least one heat insulatedtank configured to contain LNG in both liquid and gaseous phasestherein; a primary engine of the ship for generating power to move theship, wherein the engine is designed to use a fuel other than LNG suchthat the engine does not use LNG to reduce vapor pressure of the LNGwithin the at least one tank; and wherein the ship does not comprise aliquefier that is configured to convert at least a portion of gaseousphase LNG to liquid phase LNG.
 15. The ship of claim 14, wherein theship does not comprise a conduit for in fluid communication between theat least one tank and the engine.
 16. The ship of claim 14, furthercomprising LNG contained in the at least one tank, wherein a substantialportion of the LNG is in liquid, and wherein the LNG within the at leastone tank has a vapor pressure from about 0.3 bar to about 2 bar.
 17. Amethod of operating a LNG tank ship, the method comprising: providingthe ship of claim 14, wherein the LNG tank contains LNG; and monitoringa vapor pressure of the LNG in the at least one tank wherein the vaporpressure is from about 0.3 bar to 2 bar.
 18. A method of unloading LNGfrom an LNG tank ship containing LNG to a receiving tank, the methodcomprising: providing the ship of claim 14, wherein the at least onetank comprising LNG, which has a vapor pressure from about 0.3 bar toabout 2 bar; connecting between the LNG tank and a receiving tank suchthat a fluid communication between the receiving tank and the LNG tankis established; and unloading at least part of the LNG from the LNG tankto the receiving tank.
 19. The ship of claim 14, further comprising aflowing device configured to flow a portion of the LNG from one locationwithin the tank to another location within the tank.
 20. The ship ofclaim 19, wherein the flowing device comprises a conduit which islocated inside the tank.